U.S. patent number 7,448,697 [Application Number 11/182,608] was granted by the patent office on 2008-11-11 for tractor braking device.
This patent grant is currently assigned to CNH America LLC. Invention is credited to Emiliano Brancolini.
United States Patent |
7,448,697 |
Brancolini |
November 11, 2008 |
Tractor braking device
Abstract
A tractor braking device has a first hydraulic circuit for
activating a rear left brake and a second hydraulic circuit for
activating a rear right brake. Simultaneous activation of both
hydraulic circuits actuates at least one front brake in addition to
at least one rear brake.
Inventors: |
Brancolini; Emiliano (Modena,
IT) |
Assignee: |
CNH America LLC (New Holland,
PA)
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Family
ID: |
34940283 |
Appl.
No.: |
11/182,608 |
Filed: |
July 15, 2005 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20060012243 A1 |
Jan 19, 2006 |
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Foreign Application Priority Data
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Jul 16, 2004 [IT] |
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BO2004A0444 |
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Current U.S.
Class: |
303/9.61;
188/106P; 188/345; 188/349; 303/9.62 |
Current CPC
Class: |
B60T
8/246 (20130101) |
Current International
Class: |
B60T
13/00 (20060101) |
Field of
Search: |
;303/9.61,9.62,186-190,123 ;188/106P,345,349 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Siconolfi; Robert A.
Assistant Examiner: Sy; Mariano
Attorney, Agent or Firm: Sheldrake; Patrick M. Stader; John
William Harms; Michael G.
Claims
What is claimed is:
1. A braking device for a tractor, comprising: a first hydraulic
circuit for activating at least a rear left brake; a second
hydraulic circuit for activating at least a rear right brake; and a
compensating device located between the first hydraulic circuit and
the second hydraulic circuit to equalize hydraulic pressures in the
first and second hydraulic circuits; wherein the first hydraulic
circuit comprises a main hydraulic line and a secondary hydraulic
line, and the second hydraulic circuit comprises a main hydraulic
line and a secondary hydraulic line; opening and closing of each of
the secondary hydraulic lines being controlled by a respective
solenoid valve; and the secondary hydraulic line of the first
hydraulic circuit passes through the compensating device and
through the respective solenoid valve, and the secondary hydraulic
line of the second hydraulic circuit passes through the
compensating device and through the respective solenoid valve,
wherein the solenoid valves are activated respectively by a first
brake pedal and a second brake pedal via an electric actuating
device; and wherein simultaneous actuation of both hydraulic
circuits activates at least a front brake.
2. A device as claimed in claim 1, wherein the first hydraulic
circuit also activates at least a front right brake and the second
hydraulic circuit also activates at least a front left brake.
3. A device as claimed in claim 1, wherein at least one hydraulic
circuit activates a proportional valve for simultaneously
activating a front right brake and a front left brake.
4. A device as claimed in claim 3, wherein the proportional valve
is supplied with oil over a line.
5. A device as claimed in claim 1, wherein the electric actuating
device comprises: a first switch connected mechanically to the
first brake pedal, and a second switch connected mechanically to
the second brake pedal.
6. A device as claimed in claim 5, wherein individual operation of
the first brake pedal or the second brake pedal closes both of the
solenoid valves thus deactivating both secondary hydraulic
lines.
7. A device as claimed in claim 5, wherein the simultaneous
operation of the first brake pedal and the second brake pedal keeps
the solenoid valves open, activating the secondary hydraulic lines
and braking all four drive wheels of the tractor.
8. A device as claimed in claim 5, wherein the simultaneous
operation of the first brake pedal and the second brake pedal
activates a clutch mechanically connecting the four drive wheels of
the tractor.
9. A braking device for a tractor, comprising: a first hydraulic
circuit for activating at least a rear left brake; a second
hydraulic circuit for activating at least a rear right brake; and a
compensating device located between the first hydraulic circuit and
the second hydraulic circuit to equalize hydraulic pressures in the
first and second hydraulic circuits; wherein the first hydraulic
circuit comprises a main hydraulic line and a secondary hydraulic
line, and the second hydraulic circuit comprises a main hydraulic
line and a secondary hydraulic line, opening and closing of each of
the secondary hydraulic lines being controlled by a respective
solenoid valve; and the secondary hydraulic line of the first
hydraulic circuit passes through the compensating device and
through the respective solenoid valve, and the secondary hydraulic
line of the second hydraulic circuit passes through the
compensating device and through the respective solenoid valve,
wherein simultaneous actuation of both hydraulic circuits activates
at least a front brake; and wherein the first and second hydraulic
circuits are connected hydraulically to a trailer brake; the
trailer brake being activated even when only the first hydraulic
circuit or the second hydraulic circuit is activated.
Description
FIELD OF THE INVENTION
The present invention relates to a farm tractor braking device.
BACKGROUND OF THE INVENTION
In certain countries, changes have recently been made to
regulations governing the safety of four-wheel-drive vehicles. In
these countries, it is now required that braking of at least two
wheels be guaranteed even in the event of failure of part of the
hydraulic brake feed circuits. The purpose of these requirements is
to ensure safer, more reliable braking of the tractor, even in the
event of component breakdown, while at the same time allowing
braking of each rear wheel individually for more effective
steering, which is presently a common design feature on tractors.
The Japanese market, for example, only approves tractors of over 35
km/h if two wheels can be braked even in the event of failure of a
hydraulic brake feed system pipe (or component).
SUMMARY OF THE INVENTION
The present invention is aimed at improving tractor braking
capacity without excessively affecting the Applicant's current
model range. With many current models, to make a tight right turn,
for example, in addition to turning the vehicle to the right by
turning the steering wheel clockwise, the rear right wheel must
also be braked so that the vehicle "pivots" about it as about a
fulcrum.
In order to allow pivoting in both directions, current tractors are
equipped with two pedals, each of which, when pressed by the
operator, activates a respective master cylinder (or booster) to
feed pressurized oil to a respective rear brake. Such circuits also
comprise a logic valve to which part of the pressurized oil from
the two rear brake feed lines is diverted. If both pedals are
pressed, the logic valve also allows oil flow to the two front
brakes. Circuits of this type, however, are unsafe, in that, in the
event of failure of either of the rear feed pipes, or even of the
front pipe when braking using both (mechanically connected) pedals
simultaneously; the vehicle cannot be braked (so-called "total
brake loss").
Hydraulic circuits of this type are approved, however, in some
countries and for certain applications because of the presence of a
so-called "safety brake" connected to the handbrake which acts on
the drive. In the event of a failure of the normal brake circuit,
the handbrake lever can be operated to simultaneously brake the
rear wheels and decelerate the tractor. Moreover, many currently
marketed tractors have an indicator light, which, in the event of
hydraulic power loss, informs the operator that the hydraulic
system is not working properly. This applies to hydraulic
power-assist braking systems.
In this case, however, the clutch governing operation of the four
drive wheels fails to engage, thus impairing braking performance of
the tractor.
In this connection, it should be pointed out that, being "positive"
(i.e. spring-engaged and pressure-released), the clutch governing
the four drive wheels ensures automatic engagement when braking
with both brake pedals pressed in any malfunction condition,
including hydraulic pressure loss.
It is an object of the present invention to provide a tractor
braking device designed to eliminate the aforementioned drawbacks.
According to the present invention, there is provided a tractor
braking device as claimed in claim 1. The hydraulic braking device
is designed for a tractor with at least four braking wheels.
The main object of the present invention is to maintain the
possibility of braking each rear wheel separately by pressing the
corresponding pedal, and to also permit braking of the four drive
wheels when both pedals are pressed simultaneously. In the event of
failure of a branch or component part of the hydraulic circuit, the
device according to the present invention also ensures braking of
at least two of the four wheels of the tractor.
BRIEF DESCRIPTION OF THE DRAWINGS
A number of non-limiting embodiments of the present invention will
be described by way of example with reference to the accompanying
drawings, in which:
FIG. 1 shows a first embodiment of the device according to the
present invention;
FIG. 2 shows a second embodiment of the device according to the
present invention;
FIG. 3 shows an enlarged detail of the FIG. 2 embodiment.
DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS
FIG. 1 is an overview schematic of a braking system and related
components in accordance with the present invention. The whole
braking device of the present invention is shown generally as
100.
Braking device 100 comprises a left pedal 101 connected to a
respective brake booster 102, and a right pedal 103 connected to a
respective brake booster 104. The term "booster" as used here is
intended to mean a "master cylinder" capable of supplying the
hydraulic circuits connected to it with large quantities of
pressurized oil using the physical force of the operator and the
hydraulic power of the tractor. As will be seen, in the case of
high-range tractors, boosters as opposed to normal "master
cylinders" are preferred (see below).
Each pedal 101, 103 is connected mechanically to a respective
electric switch 105, 106 powered by a battery B by means of an
electric circuit EC. Switches 105, 106 form part of a more general
electric actuating device DAE, in turn forming part of electric
circuit EC. The function of switches 105, 106 is explained fully
below.
As shown in FIG. 1, boosters 102 and 104 are connected
hydraulically to each other by a compensating device 108.
As explained in more detail below, when the operator brakes using
only one pedal 101, 103, a non-return valve 111, 113, forming part
of booster 102, 104, closes a partial hydraulic circuit of the
other pedal (see below). That is, booster 102 (of pedal 101) is
connected hydraulically to a chamber 109a of a one-way valve 109 by
a line 110 fitted with non-return valve 111. Symmetrically, booster
104 (of pedal 103) is connected hydraulically to a chamber 109b of
one-way valve 109 by a line 112 fitted with non-return valve 113.
Chambers 109a and 109b are separated by a floating shutter 114
operated by two identical return springs 115a and 115b, each housed
in a respective chamber 109a, 109b.
A main hydraulic line 116 for hydraulically feeding a rear left
brake 117 also extends from booster 102. A secondary hydraulic line
118 for hydraulically feeding a front right brake 120 extends from
chamber 109a and through a solenoid slide valve 119 (see below)
stressed elastically by a spring 119a. Lines 116 and 118 are
connected to each other by a conduit 121, which, by means of a
one-way valve 122, permits pressurized-oil flow from secondary
hydraulic line 118 to main hydraulic line 116, but not vice versa,
to ensure complete drainage of rear brake 117 when pedal 101 is
released.
Similarly, a main hydraulic line 123 for hydraulically feeding a
right rear brake 124 also extends from booster 104. A secondary
hydraulic line 125 for hydraulically feeding a front left brake 127
extends from chamber 109b and through a solenoid slide valve 126
(see below) stressed elastically by a spring 126a. Lines 123 and
125 are connected to each other by a conduit 128, which, by means
of a one-way valve 129, permits pressurized-oil flow from main
hydraulic line 123 to secondary hydraulic line 125, but not vice
versa, to ensure complete drainage of rear brake 124 when pedal 103
is released.
As will be seen, when braking using both pedals 101 and 103
(connected mechanically to each other, e.g. by means of a
mechanical bolt inserted by the operator, as required by the
highway code when on-road driving the tractor), valves 119 and 126
remain open, and braking of all four wheels is perfectly balanced
by simultaneously operating all four brakes 117, 124, 120, and 127
(see below).
Two hydraulic circuits are thus formed, i.e. a first circuit hereby
generally referred to as CIR1 connected to pedal 101 and comprising
lines 110, 118, 116 and booster 102; and a second circuit hereby
generally referred to as CIR2 connected to pedal 103 and comprising
lines 112, 125, 123 and booster 104. In other words, CIR1 and CIR2
are two separate circuits when operated individually, but become a
single balanced-pressure circuit, by virtue of compensating device
108, when both pedals 101 and 103 are pressed simultaneously. The
two hydraulic circuits CIR1 and CIR2 are connected solely by
compensating device 108, which, in the event of a slight unbalance
between the two circuits, restores balance by moving floating
shutter 114 in the direction of arrow F1 or F2 to equalize the
pressure in both circuits CIR1, CIR2.
As shown in FIG. 1, switches 105 and 106 are open, so that
respective valves 119 and 126 are also deenergized and open.
Secondary hydraulic lines 118, 125 are connected hydraulically by
respective conduits 118a, 125a to a known trailer brake 130, which
is advantageously supplied simultaneously by both separate circuits
CIR1 and CIR2, so that, if either of circuits CIR1, CIR2 breaks
down, cross-braking of two brakes (117, 120 or 124, 127) and
trailer brake 130 would still remain. Trailer brake 130 is
therefore also operated when secondary hydraulic lines 118, 125 are
supplied by respective boosters 102, 104.
In actual use, if, for example, only right pedal 103 is pressed,
switch 106, connected mechanically to pedal 103, switches from
position PS1 to position PS2, while switch 105 of left pedal 101
stays in position PS3. Electric circuit EC is therefore closed, so
that both solenoid valves 119 and 126 are powered simultaneously.
The electric current energizes the coils of solenoid valves 119 and
126, so that the slides of solenoid valves 119 and 126 move into a
closed position in opposition to the elastic action of respective
springs 119a and 126a. When both solenoid valves 119 and 126 are
closed, pressurized-oil supply to secondary hydraulic lines 118,
125 and to trailer brake 130 is cut off, so that right pedal 103
alone only activates rear right brake 124, but not front brakes
120, 127 or rear left brake 117. Similarly, if, for example, only
left pedal 101 is pressed, switch 105, connected mechanically to
pedal 101, switches from position PS3 to position PS4, while switch
106 of right pedal 103 stays in position PS1.
In another case, electric circuit EC is closed, so that both
solenoid valves 119 and 126 are powered simultaneously. As with
right pedal 103, the electric current energizes the coils of
solenoid valves 119 and 126, so that the slides of solenoid valves
119 and 126 move into a closed position in opposition to the
elastic action of respective springs 119a and 126a. When both
solenoid valves 119 and 126 are closed, pressurized-oil supply to
secondary hydraulic lines 118 and 125 and to trailer brake 130 is
cut off, so that left pedal 101 alone only activates rear left
brake 117, but not front brakes 120 and 127 or rear right brake
124.
Conversely, if both pedals 101 and 103 are pressed, switch 106
switches from position PS1 to position PS2, while switch 105
switches from position PS3 to position PS4, thus opening circuit
EC. In which case, solenoid valves 119 and 126 remain "open", thus
enabling pressurized-oil supply by boosters 102 and 104 to
secondary hydraulic lines 118 and 125 (and therefore to front right
brake 120 and front left brake 127 respectively). As stated, in
this case, trailer brake 130 will also be activated. In an
emergency (particularly when on-road driving the tractor), and when
both pedals 101 and 103 are pressed simultaneously, brakes 117,
120, 124, and 127 are therefore all activated simultaneously.
Moreover, braking action is balanced hydraulically by compensating
device 108 on the two secondary hydraulic lines 118 and 125.
When circuit EC is open, as when both pedals 101, 103 are pressed
simultaneously, electric current is cut off to a relay 131a and a
switch 131b governing opening/closing of a solenoid valve 132
subjected to the action of a spring 132a. Only one of relay 131a
and switch 131b need be open to engage a known clutch 134 governing
engagement of the four drive wheels (the situation shown in FIGS.
1, 2). Clutch 134 is a "positive" type and therefore normally
engaged. It should be pointed out that switch 131b may be opened by
the operator when engagement of all four drive wheels (i.e.
engagement of clutch 134 in the "normal" position) is desired.
In fact, solenoid valve 132 is normally in the "closed" position,
as shown in FIG. 1, when relay 131a is deenergized (i.e. open), so
that oil supply to clutch 134 from a line 133 is cut off, thus
preventing release of clutch 134. Solenoid valve 132 is fed over
line 133 by means of a pump P which pumps oil from a tank T.
Conversely, if circuit EC is closed (see above), relay 131a is
supplied with electric current and closes to energize solenoid
valve 132, the magnet of which moves its slide into the open
position (not shown in FIG. 1) in opposition to spring 132a, thus
allowing pressurized-oil flow to clutch 134 to release it.
This represents a substantial improvement in the braking capacity
of the tractor, in that, when clutch 134 is engaged, the four drive
wheels (not shown) are connected mechanically to one another, so
that rear brakes 117, 124 also act indirectly on the front wheels
(not shown).
The following explains how braking device 100 performs in the event
of a failure (or defect) of a conduit or other component part. In
the event of leakage along line 125 at point P1, for example,
operation of pedal 103 only brakes rear right brake 124, but not
front left brake 127. If pedal 101 is operated simultaneously,
however, brakes 117 and 120 are also activated (cross-braking for
more stable braking performance) and are sufficient to stop the
tractor. Operating pedal 101 simultaneously also activates trailer
brake 130 and clutch 134 of the four drive wheels, as described
above. In the event, as stated, of leakage along line 125 at point
P1, both line 125 itself and chamber 109b begin emptying (or
rather, losing pressure), so that operation of pedal 101 alone
pressurizes chamber 109a, and floating shutter 114 moves as far as
it can go in the direction of arrow F1 to limit oil draw by lines
116 and 118.
The same applies in the event of a fault along line 118; in which
case, floating shutter 114 moves as far as it can go in the
direction of arrow F2 to limit oil draw by lines 116, 118.
Even in the event of malfunctioning (hydraulic or electric) of a
solenoid valve 119, 126, simultaneous braking (i.e. operating both
pedals 101 and 103) is still ensured by both solenoid valves 119
and 126, as stated, being normally open (deenergized) as required
for simultaneous braking of all four wheels (safety condition).
The advantages of the device according to the present invention
substantially lie in the fact that, even in the event of breakdown
of a line or component part, emergency braking of at least two of
the four braking wheels is ensured, together with automatic
engagement of the clutch of the four drive wheels and the trailer
brake.
FIG. 2 shows a second embodiment of braking device 100 according to
the present invention. Any component parts identical to those in
FIG. 1 are indicated using the same reference numbers in FIG. 2. In
this case, boosters 102 and 104 as shown in the FIG. 1 embodiment
are replaced respectively by normal master cylinders 102a and 104a
which use small quantities of oil, and which are fed with oil from
an overhead tank 200. In this case, as opposed to being
power-assisted by a booster, braking therefore depends solely on
the physical force applied by the operator on pedals 101, 103.
Since the second embodiment of braking device 100, as shown in FIG.
2, employs substantially the same hydraulic and electric components
as the first embodiment in FIG. 1, operation of these components
needs no further description.
As shown in FIG. 2, lines 118 and 125 terminate in a proportional
hydraulic valve 300. A detailed description of a proportional
hydraulic valve 300 is contained in the Applicant's European Patent
Application EP-1 174 320. The content of such European Patent
Application EP-1 174 320 is to be considered an integral part of
the present application.
Valve 300 is fed with pressurized oil by a pump P along a line 301
and, as before, from tank T. When valve 300 is closed, i.e. when
pressurized-oil supply along lines 118, 125 is cut off (see below),
the small amount of incoming oil along line 301 is drained along a
line 302, and zero pressure remains along lines 307, 308 (see also
FIG. 3).
Conversely, when valve 300 is supplied with pressurized oil along
line 118, a first piston 303 (see FIG. 3) slides down (in the
direction of arrow F4) and acts on a second piston 304 on which it
rests. Piston 304 in turn presses on a ball shutter 305, which
seals a passage 306 through which oil would leak into a drain
302.
Valve 300 therefore opens, as described with reference to the
proportional valve in the European Patent Application EP-1 174 320,
and, as opposed to being drained along line 302 (which is closed),
the incoming pressurized oil along line 301 flows simultaneously
along line 307 to brake 120, and along line 308 to brake 127 (to
simultaneously activate both brakes 120, 127).
Similarly, when valve 300 is only supplied with pressurized oil
along line 125, only second piston 304 slides down to press on ball
shutter 305, which seals passage 306 through which oil would leak
into drain 302. At this point, brakes 120 and 127 are activated in
the same way as for pressurized-oil supply from line 118. Valve 300
therefore opens even when supplied with pressurized oil by both
lines 118 and 125.
The second embodiment of device 100 (FIG. 2) operates in exactly
the same way as the first embodiment in FIG. 1, to which the reader
is referred. In the event, for example, of a break along line 118
at point P2 (FIG. 2), simultaneous operation of pedals 101 and 103
would still simultaneously activate both front brakes 120 and 127
controlled by the good line 125 (as stated, solenoid valves 119 and
126 are still open on account of both pedals 101 and 103 being
pressed simultaneously). At the same time, rear right brake 124 is
also activated, and trailer brake 130, and clutch 134 are engaged,
with all the benefits described previously in terms of overall
braking of the vehicle.
* * * * *